Internal-combustion engine.



Patented 1121111411911.

4 SHEETS-SHEET 1.

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APPLIOATION FILED FEB.8, 1910.

Batente'd Mar. 14, 1911.

4 SHEETS-SHEET 2.

N. E. DAVIES.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED FBB.8,1910,

Patented Mar. 14, 1911.

4 SHEETS-SHEET 3.

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` CHAMBER CLEAR Patented Mam/1,1911.

N. E. DAVIBS.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED PERB, 1,910.

DRAW/NS N FRESH CHHGE aomvw/mur IN THIS POSITION 0F' PISTON.

E/va of Fou/ww CYCLE- CHARGE EFPLoaEs.

l .WHA/Essig.- jMfM OFM Application speeication of Letters Patent.

Patented Mar.1 14, 1911'.

ined February s, 1910. -seriai No. 542,776.

To @ZZ whom t may concern: y

Be it kno-Wn that I, NELSON EDWARD DA- vins, residing at Francisco, in the This invention, Which relates to gas en- -gines .and other explosive or internal coinbustion motors operated b the explosion o gaseous` or gas, gasolene, oil. naphtha thereof ,-.ivi'th air for the cop the improved arrangecontrolling the intake and exhaust valves, tiat a compact construction of parts is provided and designed for obtaining an impulse at every quarter revolution o the crank shaft. Y

.e of such character that it cannot ls .invention consists in certain inent of the ,cylinders and the by as the latter are traveling under the inipulse from 'one end of the cylinder they gather the' Working charge of the other end of the cylinder to be exploded at that end,

andlvice versa.

Iln .its stillinore subordinate features, my

details of construction and peculiar combination of parts,

' be hereinafter fully dethe accompanying draw- Figure 1, is a central, vertical cross secion tl irough one of the cylinders of the en gine. Fi

liar coperative arrange.

appended claims l gs.,2 to 9 are vdiagramma-tic views i illustrating the operation of the engine. I Fig. 10, is a vertical cross section of my iml proved reversing clutch. Fig. 1l, is a detail perspective view of the crank shaft. Fig. 12, is a detail perspective view of a part i of one of the cam shafts.

When adapted as an upright engine, my invention comprises a suitable base or foundation to which is attached a pendent circular casing 20 that forms the lower part of the crank chamber and the holder for the crank shaft lubricant.

l/Vhle my present construction of engine embodies, as before stated, four working cylinders coupled to operate on a single crank shaft, I shall proceed to describe but one of tie said cylinders in det-ail, since allare of like construction and operate alike, the eX- plosive action of each being timed relat'ivel to the others by the peculiar setting of the actuating cams o n the crank shaft, as will hereinafter be more fully explained. A

he engine cylinder is firmly secured to and mounted in an upright position on the base 1 and comprises a lower portion 2 of suitable diameter and in below it, so as to e crank pin or member 5 50, which, in practice is jourin suitable bearings in the base l, or The full height of cylinder portion 2 is of uniform diameter and the upper end merges with a horizontally disposed com` bnstion chamber :2l that extends annularly linder portion 2 and Which is at cut off from the merging' with the upper coinbiistion chamber 23 in a plane parallel With the lower chamber 2l and likewise annularly extended with respect to the cylinder por- -tion l0.

It should be stated that While cylinder portions l() and are relatively of different diameters they have the same cubical capacity.

I The piston el comprises an upper portion 40 of a diameter to fit cylinder portion l0 open communicatwo parts of the piston coopera-te with thecombustion chambers 21 and ..23 and the valved intake and outlets that coact4 therei with.

'The upper and lower combustion chambers 23 and 21 each have a. valved intake 23 and 21 at oneside and valved exhausts 21"- and 23b at the other side, ,the positions of the intakes and ,outlets of the said upper and low'er chambers 21 and 23 being alternatelydispesed for the proper positioning thereof with the tripper or actuating cam device presently described, and in my present construction of engine, screw plugs 21a and 23 are located on the casings of the chambers 2-1 and 23 directly over the valve seats, see Fig. 1, the purpose of which is to provide for easy access to the said seats and valves which makes itlhandy to scrape the carbon out ofthe chambers 21 and '23 and also to grind the valves. The. engine cylinder is provided with a water jacket a; that also surrounds the chambers 21 and 23,

- as is clearly shown in Fig.1,which also illustrates, ih cross section, the two cam shafts 80 and 81 that are geared with the crank shaft 50 and which carry the cam devices for actuating the u er and lower valves at s PP their respective sides. the inlet valves at one side that are controlled by the shaft 8O being designated. 83 and 84 while the exhaust valves atthe opposite sides controlled by shaft 81 are designated 81 andV 82, valve 81 having a pendent rod 81, valve 82 having a similar rod 82a and valves 84C and 83h have like rods 811-.a and 83, respectively, the positions of which will be readily apparent from Figs. 2 to 9 of the drawings.

@ne of the essential features inmy present complete type of engine is the combining with the crank shaft, of a reversing mechanism that forms a part of the cam actuating means, the construction of which is shown in detail in Figs. 10, 11 and 12 of the drawing and essentially consists of a spiral toothed gear A that meshes with a worm spiral B, Xedly held on a shaft B', suitablyjournaled in side walls 100 of the crank casing, see Fig. 1, and which carries at each end a spiral crank shaft 50 is provided f0r. x

C-C, each of which gears is' held inv When it is desired to reverse the engine, the operatorshifts the clutch membersA F., out ofconnection with the Vdisk a3 of the shaft 50, whereupon when the engine is at rest the iy wheel may be turned one-half revolution and the clutch members E again clutched with the disk a3, thereby setting the valves forV a reverse operation of the Yengine upon starting up again. A skilled operator canl reverse .thev engine .zhile runring in the same Wa'y, namely,-while the engine is running, the operator shifts the members E ont of the holes at, whereupon the friction of the parts-will hold the pinion A practically stationary. As soon as the shaft 5G has made a half turn, the operator-c quickly shoves the members 3- back into the' holes a* to lock the gear c and shaft 50 together again, it 'being understood that the shifting f the members E out of the holes a* and back again is done very quickly' during the time the sha-ft is making one-half turn and naturally the engine would have' to be throttled down to a slow speed before reversal takes place. l

Gear A is held on the crank shaft 50 by a collar D which seatsin a socket a in one -side of the gear A and to which it is ixedly held by the screws 1K-raf, the said gear also having an annular groove cto receive the annular flange a3 on the crank axle. At this point it should be stated that except when .clutched withl the axle in the manner pres-l ently stated, gear A with its collarv D, runs loose upon the shaft 50. Axle flange as has a number of apertures at and gear Ais also provided with apertures a5, the' said apertures a and a5 being disposed at the saine v distance from the center of the shaft 50, the purpose of which will be understood by-refferring to liig.- 10, which also shows a clutch cellar E that has pins e-'e that normally seat in the apertures @5in the gear A, and which, when the clutchmemberE is shifted to lock the gear A tothe shaft 50, enters the apertures at and thereby holds the .gear to ,the axle 50 to turn therewith, it being obvious that as clutch member E is loosely mounted it also runs with the gear A. F designates a shifting lever thattakes in the annu ar groove e2 lof the clutch E and is fulcrumed at fftoswfing in the horizontal plane, see Figml, and-it has a handle f2 that is provided with zij-springl latch f3 for lockin'g the lever to its set positions.,

yBy reason of gearing up the earn shafts 81 and 8() with the crank shafts 50 in the mannei` described and shown, the said cam 'shafts are always in roper correlative arrangement foractuating the valves, since in reversing the engine the spiral gear on 'shaft 50 will slip around on the said shaft 50 to the proper point of turning for the reversing of the engine, when by retarding the ignition or sparking means, the engine can Y bodies four cylinders, each of like construccally opened, the .saine mechanical action 'of pistons may b e understood especially with 'their cams, two for each cylinder, being alsol Atons and cylinders, and the long line b indi-'` be readily started to run in the. opposite the crank shaft is one-fourth of a circle .fordirection, and when thus started, the clutch ward of' connection tor cylinder 2 and it is is; again locked to the shaft to carry the diametrically `opposite the connection for spiral gear with it, i 'being also inderstood N o. 1 cylinder, liereas the connection for from the drawing that the valves and aetiipiston he.

4 is onefourthjor` a circle forating means therefor, are so combined; and ward of the connection for cylinder 3 and operated that the valves -are positively vit is diametrically opposite to the-connection opened mechanically at proper predetermined times during the intake stroke oi the piston.` The construction oi the piston and cylinder in my present invention are 'such that as the piston travels under the explosive impulse at', the upper or smaller end, it is acting as a bottom closure for the lower combustion chamber and while on. the down stroke, as stated, the intake valve is mechanit-irne also drawing a charge in the top chamher 21 as its lower end is still under the impelling Jforce of the exploded charge in chamber 23. Fig. 3 shows the position of the :tour cylinders and their pistons with their crank connections advanced or one-fourth of la circle, the piston of cylinder No. 1 when the tabove action occurs being still impelledby the explosion in chamber 21 with each of-its 'valves 83" mechanically opened for allowing for drawing ina' working charge into the lowencliamber 21, the relative positions of' the pistons23 and 4' being clearly as pre-- sented by said Fig. 3, all of the cranks being one. quarter ahead of l the former or front tion and operation and thatthefgnmlfr. l. POSm-on 1 A rangement of said collars and other coactingv the intake valve 'for the upper-,chamber 23 taking place when the piston is descending under the explosion that occurred inthe lower chamber 21.

its hereinbeforestated, in the preferred form of my present type of engine, it emrespeet to their connection with the crank or driven axle 50, attention is now directed to Fig. 2 f the-drawings .which diagrammatically shows the Jtour working, cylinders and pistons, the several calm shafts with l.cylinder 1 has spentvv itself, the crank being now at its farthest down position and just ready to he .moved upwardly under the explosive l force of the' Afull or compressed charge in compartment 23,the piston in :Na 3 cylinder being at: this time directly` opposite to that of piston in the cylinder 1.

ln Fig. 5 the several cylinders are in, another'positioii, piston in cylinder llabeingA n'owvin position toimpart a. final quarter diagrammatically illustrated, the long line a indicating the proper position of the single drive or crank shaftcominon to all the piscating the .longitudinal direction of the cam shafts, it being understood the'identi'cal cir- Fig. 4c illustra-tes what might `betei'ined s the fourth position of the pistons and cranks v, and inthis arrangement the burned charge in for cylinder 2, the piston in No. et at this turn to complete the revolution of the axle cies indicating the crank Shania eaehcyiml 5 that was Started by 'theexplosve down 105 der represent the `same shown in Fig. 1.

' Assuming the parts to be positioned as in Fig. 2, cylinder 10 will', have the working agent as compressed in chamber 23 with the pistonjust ready to be impelled under the..

identical VShaft, 5() thrust of the piston'in cylinder 1, before referred to.

I n Figs. 6, 7, .8 and 9 the pistons in the "cylinders 1,2, 3 and 4. areshown as assuin\ Ying proper positions, they beingon the up stroke to compress the charges in their re- @Xplosion' of Said charge,.all ofthe 'several i spective cylinders inthe lower chamber 23 valves for the intakes and exhausts for the whereby t0 receive impulse, as clearly indicylinder 10 being now closed, piston in No.. Gated 0u the drawing. 2 cylinder yet compressinga working charge 'lhe several valvelifting rods have fricin its top chain r 23, the valve for said tionrollers w for engaging their rechamber being closed and the exhaust valve spective cams and each of the Vchambers 21 81 for the lower chamber being open, the and 23 has 'a sparking plug s'.-e, see Fig. 1 crank connection of the piston for cylinder of the drawing, of any approved construc- No. 2 being one-fourth of a circle or 90 tion. back of the crank connection for the piston From 'the foregoing description, taken in in cylinder 10. connection' with 'the accompanying dra-w- The Vpiston in cylinder No. 3Awill be still ings, the complete construction', operation in the act-of drawing in a new charge,',the and general advantages of my invention valve S4 for top chamber being still open, will be readily understood4 by those skilled whilethe valves in the lower chamber 21 are in the art to which it appertains now held closed by tlieconibuston pressure In practice, my en ne is oiled throughtherein that has driven piston for the cylinout by the splash feeil system, and by reader 3 down, it being oserved that .the crank son of coupling the cylinders with one crank connection .of the piston last-:mentioned with shaft as stated'and shown, the thrusts on the twice the power and speed for correspondconstruction of engineT since the entire gearbe in the oilsplash or zone within the casent, is

hausts for the working cylinders; of deprank shaft are made in rquarters, and since l valves for controlling the intake and exthe engine tires on quarters there is a quarhaust valves for the working cylinder; of ter revolution-lapse in every impulse of the i devices actuated from the 'crank shaft for engines explosion, the connections being i opening the'valves for the several intakes such that it fires from the top center of the E and exhausts at predetermined times, said crank downwardly and with two successive devices being located within the crank casimpulses alternatel 1 app1ied at opposite i ing and means operable from without the ends of the shaft, thereby obtaining a more' crank casing for altering the .position of the steady power and greatly increased elfiactuating parts to reverse the engine.'

ciency since by reasonof a four cycle engine l f3. In an explosive engine, the combina.- adapted for ring on quarters, I produce,

t as it were, two cyclelresults,'but producing crank shaft connected with the piston,- an

ing weight and size. shaft, and the intake 'and exhaust valves for 4It should be stated that in my present J the working cylinder, each of said valves having a pendent membervthat extends'into ing for actuating the valve rods isinclosed the crank chamber; of independent shafts in within the casing 20, the. said gearing is not I the casingA` each having cams for coperatalone protected against dirt -or dust and l ing with the said pendent members at their compaetly held so that a practical c0perarespective sides, another shaft in the casino' tive arrangement .of the cam shafts 80 and l geared with bothcam carrying shafts, an

ion with a working cylinder and piston, the/ oil holding casing that incloses the crank 60 81 is provided for, and a practical positiondirect gear connect-ions that connect the` ing of the reverse devices with. the cani said other shaft with the crank shaft. shaftsis also obtained and all positioned to In an explosive engine, the combinang 20; l the crank shaft connected with the piston, I'hVmthus desc-bed my UWCU'UOH, what an oil holding casing that incloses the crank I claim and desire to secure by Letters Pat- I shaft, and the intake and exhaust'. valves y v for the working cylinder, each of said valves l. In an explosive engine, having an Oil having a pendent member that extends into holding crank casing, the combination with the @rank chamber; of independent shafts the working'cylinder and piston and the in the Casing, each having Cams-:for C0T valve for controlling the intakes and CX- operating with the said pendent members t their respective sides, another shaft in Vices actuated from vthe crank shaft jfor the casing geared with both cam carrying opening the valves for the said intakes and shafts, and direct gear connections that con! exhausts at predetermined times, said deneet the Said other shaft with the crank vices being 10Clfe l Wit-hill the Clml Casing, shaft, and shifting clutch mechanism on the a reversing gear mechanism that coperates crank shaft operable from outside the caS- with the crank shaft located Within the ingfor bringing said gearCo/nneetions into Crank Casing, and llleeIlS GXtClldCd GXGI- and out ofv operative connection with said nally of the casing for operatively connectcrank Shaft-, ing and disconnecting said gear mechanism" to'and from said crank shaft. I NELSQN EDVARD DAYIES' 2. In an explosive engine, having anl loil lVitnesses: holding crank casing, the combination with G. W. IIOYLE, the working cylinder and piston, and the J. M. MAQLEAN.

tion with a. working cylinder and piston Copies of tliis .patent may be obtained for ve cents each, -b addressing the Commissioner of Patents,

, Washington, D. C. 

